Stiffening frame for an integral tether and tearstop in an air bag door

ABSTRACT

An air bag door construction for air bag deployment comprises a trim panel and air bag door of unitary construction, at least a portion of the door defined by an area of reduced cross-section outlining at least a portion of the periphery thereof. One or more tethers are formed in the panel, outlined by an area of reduced cross-section, preferably in a dovetail shape which does not direct the propagation of tearing into the tether. A tear stop may be formed at the ends of the tether. The improvement comprises a stiffening frame that is attached to the backside and/or the topside of the panel just outboard of the air bag door periphery but not located across the tethers to improve deployment performance.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of U.S. application Ser. No.10/768,353, filed Jan. 30, 2004, entitled “Stiffening Frame For AnIntegral Tether And Tearstop In An Air Bag Door”, the disclosure ofwhich is incorporated herein by reference in its entirety as if setforth fully herein.

FIELD OF THE INVENTION

The present invention relates to air bag door constructions for vehiclesincluding the hinging and retention of the door through the use of astiffening frame for an integral tether design that provides an integraltear stop, and more particularly, to the improvement in deploymentperformance by attaching areas surrounding the tether to a stiffeningframe.

BACKGROUND OF THE INVENTION

Nearly all motor vehicles today are provided with inflatable restraintsystems to protect both the driver and passengers in the event of acollision. The air bag system for the passenger side of the vehiclegenerally includes an inflator and reaction canister located behind theinstrument panel and the air bag inflates through an opening in thepanel through which the air bag deploys. That opening may be covered bya generally rectangular shaped door that is flush-mounted in the openingand is moved out of the way on a hinge or tethers by the deploying airbag. In newer applications, the door that covers the opening may be“invisible” to the occupants of the vehicle, that is, hidden behind asurface covering of skin and foam which is pre-weakened by a grooveformed on the backside of the skin layer to allow a predictable tearingof the skin. A separate door substrate may be located beneath the skinand foam layers and is hinged or tethered to the instrument panel orcanister to control door opening.

Vehicles such as small trucks, SUV's and small to medium sized carsoften will use a hard panel construction, i.e., without a separate softskin and padded foam layer, to reduce cost. In these cases, a separateair bag door, instrument panel and door chute may be assembled over thecanister. To control the path of the air bag as it expands, a deploymentchute transitions the space between the canister where the bag is storedand the back of the air bag door to assure that the bag does not expandin an undesirable direction. Use of a hard door separate from theremainder of the instrument panel may allow replacement of only the doorportion after a low speed deployment, as the remainder of the instrumentpanel may not be damaged. In still other applications, the hardinstrument panel and door may be formed of unitary construction with apre-weakened seam of reduced cross-section formed on the underside ofthe panel, outlining at least a portion of the periphery of the air bagdoor. Hinges, tethers, reinforcements and chutes may then bepost-attached to the molded hard panel. This unitary construction ispreferred as aesthetics are enhanced (no visible seam) and cost isreduced (a single molding rather than multiple components assembledtogether). Optionally, a substrate and air bag door portion molded ofunitary construction may be covered with a skin layer or skin and foamlayer to provide a soft trim panel with hidden air bar door.

Additionally, it is known in the art to use both hinges and tethers tocontrol the opening and travel of the door or door substrate. In U.S.Pat. Nos. 5,685,930; 5,564,731; 5,804,121; 5,902,428 and 5,975,563 toGallagher, et al. and commonly assigned to the assignee of the presentinvention and included herein by reference, a molded motor vehicleinstrument panel made of thermoplastic material having an integral airbag deployment door for a passenger side air bag that is defined by atear seam and normally retained by a hinge flange is disclosed.

In U.S. Pat. Nos. 5,685,930 and 5,902,428, upon deployment the door isretained by a supplemental flexible tethering hinge which is formedseparately from the panel and attached by welding or an adhesive. Thesupplemental tethering hinge contains a loop or fold 63 as slack to letthe door separate and move controllably away from the instrument panelto allow the bag to expand through the opening.

In U.S. Pat. Nos. 5,564,731 and 5,975,563 the flexible tethering hingeis described as being of sheet material, thermosetting, thermoplastic,metal mesh or woven fabric of plastic or natural fibers and attached bymechanical fasteners or hot staked bosses on the inner side of the doorportion.

U.S. Pat. Nos. 5,975,563 and 5,804,121 are directed at an integralmounting hinge/flange on which is formed a bonded layer of a secondplastic material on one side of the flange as well as and on the innerside of a potentially frangible portion of the door. The second plasticmaterial has the physical characteristic of remaining ductile at lowtemperature at which the instrument panel plastic material becomesbrittle, and as a result, the bonded layer forms a tether to retain thedoor in a controlled manner as it separates from the instrument panelwhen the air bag is deployed.

In U.S. Pat. No. 5,765,862 to Autoliv ASP, Inc., an inflatable air bagassembly mounted in a rectangular opening in the vehicle instrumentpanel is disclosed having bracket means, a plurality of thermoplasticresin fasteners and an integrally formed tether support bar 18 for atether 20 that is connected between the door 14 and a bracket 22, on theair bag module 16.

U.S. Pat. No. 5,533,746 to Morton International recites a cover forcovering an opening in a panel adjacent to an air bag inflation systemcomprising a tether attachment element having a first portion sandwichedbetween said inner (metal) and outer substrates and a second portionexposed for attachment to a tether, and at least one tether having aloop at an outer end portion of said tether attachment element andhaving an inner end portion adapted for fixed attachment to limit theamount of movement of said cover away from the opening deployment of theair bag inflation system. The tether may comprise a loop and theattachment element may be an elongated metal rod. The attachment element(rod) has a series of “U-shapes” that extend between the door inner andouter back to a flexible tether that is looped in its undeployedcondition.

U.S. Pat. No. 5,332,257, also to Morton International, discloses atether having first and second ends, the first end being secured to saidmodule cover (on the B-side), and the second end forming a loop. Aretainer rod extends through said loop and a channel encloses saidretainer rod and loop in a fixed position to anchor said tether.

U.S. Pat. No. 5,211,421 to G.M., discloses a tether that is on theA-side of an air bag door, between substrate and foam layer which isfastened to a bracket on the canister.

All of these references use numerous components, particularly separatetethers, in an attempt to accomplish their objectives resulting in addedmaterial and manufacturing costs. Separate door, chute, tether,fasteners and reinforcement materials are combined with a myriad ofattachment processes to form an assembly that may be installed in theinstrument panel.

It is therefore an object of this invention to provide a tether for anair bag door that is integrally formed within the unitary molding of thedoor and adjoining panel to retain the air bag door upon air bagdeployment, wherein an improved construction for the functioning of thetether comprises a stiffening frame and/or deployment chute attached tothe backside of the trim panel just outboard of the air bag door tearseam (or area of reduced cross-section).

It is a further object of the present invention to provide a tear seamof reduced cross-section which defines at least a portion of the air bagdoor as well as the integrally formed tether(s), which interacts withthe attached stiffening frame.

It is a still further object of this invention to provide a tether thatincludes a tear stop which prevents the air bag door from completelyseparating from the adjacent panel upon air bag deployment, whichinteracts with the attached stiffening frame.

It is a still further object of the present invention to outline theaforementioned tether and tear stops generally in the shape of a “U”,preferably as a dovetail in which the base of the “U” is wider than theopen end of the “U”, so that that the propagation of tearing along thearea of reduced cross-section do not converge into the area forming thetether.

It is a still further object of the present invention to provide astiffening frame that may be mounted on the top side of the trim paneland attached through the panel to the underlying deployment chute.

It is therefore an object of the present invention to provide animproved construction for the functioning of the tether of the presentinvention which comprises a stiffening frame and/or deployment chuteattached to the backside and/or frontside of the trim panel justoutboard of the air bag door tear seam (or area of reducedcross-section). The means of attachment of the stiffening frame isconstructed so as not to engage with the tether to allow for additionaldisplacement of the door from the panel. These and other objects,advantages and features of the present invention will become moreapparent form the following description and accompanying drawings.

SUMMARY OF THE INVENTION

The present invention provides an improvement to an air bag doorconstruction for air bag deployment comprising a preferably hardinstrument panel having an integrally formed air bag door of unitaryconstruction, said air bag door having an area of reduced cross-sectionoutlining at least a portion of the periphery thereof. One or moretethers are integrally formed in the panel wherein the tether(s) isbounded by an area of reduced cross-section in the shape of at least aportion of a “U”, but preferably 1 or more dovetail or “U-shaped” areasof reduced cross-section, formed along an edge where the air bag door isdesigned to hinge. Upon air bag deployment, said air bag door may atleast partially detach from said instrument panel and be retained by thetether. The tearing of the area of reduced cross-section that forms thetether terminates at a tear stop which is formed by at least one of thelegs of the open end of a “U”. The preferably dovetail shape outliningthe tether insures that the propagation of tearing along the area ofreduced cross-section does not converge into the area forming thetether. The improvement comprises providing additional rigidity to thebackside or front side of the trim panel in the area of the air bagdoor.

In an alternative embodiment, the present invention may comprise amolded instrument panel made of a commercially available plasticmaterial which has an integrally formed air bag door of unitaryconstruction and which has a skin layer, or optionally a skin layer andfoam layer, covering the molded panel and integrally formed door. Atleast a portion of the air bag door periphery is defined by a weakenedtear seam which may be of reduced cross-section, formed or cut into theunderside of the instrument panel, or alternatively may comprise aseries of shallow holes or slots defining the air bag door shape. One ormore tethers including one or more tear stops is formed along one edgeof the integrally formed air bag door, the tether outlined by an area ofreduced cross-section which forms the shape of a “U”. Preferably the “U”is a curvilinear dovetail shape having the base of the “U” wider thanthe open end of the “U”, so that that the propagation of tearing alongthe area of reduced cross-section does not converge into the areaforming the tether. Each leg of the open end of the “U” forms a tearstop for the tether to retain the air bag door to the adjoining trimpanel. Thus, a simple one-piece tether design for air bag deployment isprovided with no visible seam for an air bag door and having no openingformed until the air bag deploys. The panel is substantially comprisedof one major plastic molded component, which may be attached to adeployment chute which directs the air bag against the back side of theair bag door. It has been found that the functioning of the tethersnoted above may be improved by providing additional rigidity to thebackside of the trim panel in the area of the air bag door. Morespecifically, a stiffening frame may preferably be attached to thebackside or front side of the trim panel in an area just outboard of thetear seam. Further, it has been found that improved tether performanceis achieved when the stiffening frame is attached to the backside and/orfront side of the panel essentially on all sides of the door, but thatno attachment is made in the areas that will form the tethers.Attachment of the stiffening frame to the front side and/or backside ofthe panel may be accomplished by any of the methods known to thoseskilled in the art, including but not limited to, adhesive, mechanicaland autogenic welding, but most preferably by vibration welding.Attachment to the front side of the panel, for constructions thatinclude a layer of skin and foam covering the panel, is preferably bymechanical fastening means, such as bolting the metal or plasticstiffening frame through the panel to engage the deployment chute on theunderside.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a motor vehicle instrument panelincluding an air bag door with a tether according to the presentinvention as installed in a motor vehicle over an air bag system.

FIG. 2 is a partial plan view of the backside of the instrument panel ofFIG. 1 in the area of the air bag door taken in the direction of ArrowA.

FIG. 3 is a sectional view of the panel of FIG. 1 taken along line 3—3showing the attachment of the stiffening frame of the present invention.

FIG. 4 is a partial view of the backside of the instrument panel of FIG.1 in the area of the airbag door taken in the direction of Arrow Ashowing the area of attachment of the stiffening frame to the panel.

FIG. 5 is a top view of a trim panel substrate in the area of the airbag door showing the stiffening frame of the present invention attachedto the top side of the substrate.

FIG. 6 is a cross-sectional view along line 6—6 of FIG. 5 showing theattachment of the stiffening frame of the present invention to thedeployment chute.

PREFERRED EMBODIMENTS

The present invention addresses the deficiencies of the prior art byproviding an improvement to a tether for an invisible air bag doorpreferably formed in a hard plastic instrument panel wherein the tetherand at least a portion of the perimeter of the integral air bag door areformed by an area of reduced cross-section in the panel. For aninvisible or hidden air bag door, the area of reduced cross-section maybe formed in the underside of the panel creating a frangible marginaledge along which the door may at least partially separate from thepanel. In another embodiment, the area of reduced cross-section may beformed on the top or front side of the panel to form a style line aswell as a frangible marginal edge for tearing. In a still furtherembodiment, either of the afore-mentioned constructions may be coveredby a layer of skin, and optionally, by a layer of foam between the skinand panel. The tether thus acts to retain the air bag door fromcompletely separating from the panel.

Turning to a description of the invention in connection with theFigures, for elements common to the various embodiments of theinvention, the numerical reference character between the embodiments isheld constant, but distinguished by the addition of an alphanumericcharacter to the existing numerical reference character. In other words,an element referenced at 10 in the first embodiment is correspondinglyreferenced at 10A, 10B and so forth on subsequent embodiments. Thus,where an embodiment description uses a reference character to refer toan element, the reference character applies equally, as distinguished byalphanumeric character, to the other embodiments where the element iscommon. Furthermore, it should be appreciated that the various featuresof all of the preferred embodiments herein may be used between suchembodiments, in the sense that each preferred embodiment may preferablyincorporate features of another particular preferred embodiment.

Referring to FIG. 1, there is illustrated a hard plastic moldedinstrument panel 10 as installed in a motor vehicle. The instrumentpanel 10 contains an instrument cluster 18 on the driver's side, a glovebox 30, steering wheel assembly 40 and an air bag deployment door 14 ofdesired shape, in this case rectangular, on the passenger's side whoseentire or partial perimeter is defined by a frangible tear seam 16molded or cut into the underside of the instrument panel. The tear seamis preferably invisible to the occupants of the vehicle for reasons ofaesthetics, and thus is shown in FIG. 1 by dashed lines. Alternatively,the tear seam may be formed in the top or Class A surface of the panel,or alternately in both the top and bottom surfaces of the molded panel.The panel is generally molded of a somewhat ductile plastic and thefrangible tear seam 16 represents a thinned area of reducedcross-section which may include a series of shallow holes or slots whichfracture due to the pressure of the inflating air bag, allowing the airbag door to at least partially break loose from the instrument panelpredictably and without fragmentation.

The area of reduced cross-section which forms the frangible tear seam 16also forms one or more integral tethers 20 along an edge of the door,preferably the edge which is designed to allow the door to hinge fromthe panel 12. FIG. 2 is a partial view of the backside of the instrumentpanel of FIG. 1, from beneath the panel in the direction of Arrow A. Forreference purposes, the windshield edge of the panel is denoted as 32and the lower, or knee edge, of the panel as 34. FIG. 2 illustrates thepreferred shape and position of the tethers 20A which are outlined byareas of reduced cross-section 16A formed in the panel 12A. To allowcontrollable tearing of the door 14A from the panel 12A, but at leastpartial retention of the door 14A from completely separating from thepanel 12A, the area of reduced cross-section 16A is formed in acurvilinear pattern preferably in the form of a dovetail or “U-shape”.Thus, as shown in FIG. 2, the tether 20A is formed between, or outlinedby “U-shapes” 22 or portions of “U-shapes” of reduced cross-section cutor formed in the panel surface, preferably at an edge about which thedoor is designed to hinge. More preferably, the “U” or dovetail shape 22is formed with the base of the “U” (referenced as B) wider than the openend of the “U” (referenced as C) and has a smooth curvilinear shapecontaining no sharp corners. This assures that the tearing along thearea of the reduced cross-section 16A will follow the preferred shapeand not deviate, possibly resulting in complete separation of the door.

As can be appreciated from the above, it is preferred that the area ofreduced cross section that define the perimeter of the airbag door 14Aas well as the preferred “U” or dovetail shape 22 is configured so thatthat the propagation of tearing along the area of reduced cross-section16A does not converge into the area 20A forming the tether. Therefore,the invention herein uniquely provides a weakening pattern in a trimpanel 12A (substrate or skin/foam/substrate) that ensures that tearingwill stop and that a tether 22 upon air bag deployment is formed toprevent complete separation of the airbag door 14A from the trim panel12A.

In FIG. 2, for clarity, the area of reduced cross-section 16A is shownas a groove outlining the perimeter of the door and the tethers. Inother embodiments, the area of reduced cross-section 16A may beintermittent and comprise holes or slots formed partially through orcompletely through the panel 12A.

At each end of the door 14A, a curved section 24 resembling one side ofthe “U-shape” 22 preferably is formed to define the outline of tearingof the door 14A from the panel 12A. The leg of the side of the “U-shape”comprises an area of reduced cross-section which is terminated to form atear stop 26. The tear stop 26 may also comprise a keyhole or othershape as described in U.S. Pat. No. 6,402,189, which is commonlyassigned to the assignee of the present invention and included herein byreference, to prevent the propagation of tearing into an undesirablearea of the panel. The other side of tether 20A is formed by a portionof another “U-shape” 22, thus outlining tether 20A with areas of reducedcross-section which comprise portions of a “U-shape” 22. Again, it ispreferably that the curved section 24 is configured so that it does notconverge into the tether region 20A.

The area of reduced cross-section 16A which forms the at least partialperimeter of the air bag door 14A and the tethers 20A, may be formed oneither the first surface (top) or under surface of the molded panel.FIG. 2 shows the tear seam 16A formed in the undersurface by one or acombination of processes, including but not limited to, laser scoring,sonic knife, heated knife, routing or by forming the seam as part of thepanel molding process through the inclusion of raised mold segments(blades) in the mold surface which project at least partially into themold and are encapsulated by the flow of polymer around these blades,forming the area of reduced cross-section. The area of reducedcross-section 16A which acts as a tear seam for the air bag door 14A andoutlines the tethers 20A may be a groove, intermittent slots or holes,including partial perforations, of a variety of shapes as described inU.S. Pat. No. 6,402,189, entitled “Air Bag Door And Method Of MakingSuch”, commonly assigned to the assignee of the present invention andincluded herein by reference. In the embodiment where a skin layer orskin and foam layer covers the panel substrate, the holes or slots maypenetrate completely through the panel substrate as their presence willbe hidden by the covering layer(s). In those cases, the holes or slotsprovided for weakening may even extend into the skin and foam layers asdescribed in U.S. patent application Ser. No. 10/373,332 entitled“Preweakening Of Fabric Covered Air Bag Doors”, commonly assigned to theassignee of the present invention and included herein by reference. Inaddition, the shape of the tear seam or area of reduced cross-sectionthat forms at least a portion of the periphery outlining the air bagdoor may be in the shape of the following, including but not limited to,an “I”, “U”, “H”, “C”, and “X”.

Various plastic materials may be molded to form both the instrumentpanel with integral air bag door of unitary construction, including, butnot limited to, acrylonitrile-butadiene-styrene, polycarbonate,polyurethane, polyamide, styrene maleic anhydride, polypropylene,polyolefin, thermoplastic olefin, thermoplastic elastomer, polyphenyleneoxide and combinations thereof.

It has been found that for improved tether performance, it is preferableto stiffen the area around the periphery of the air bag in order toencourage fracture of the door from the surrounding panel at the tearseam. This may be accomplished through the incorporation of a stiffeningframe. As shown in FIG. 3, a downstanding flange or flanges 50,preferably in the form of a frame may be attached to the underside ofthe panel 12B in an area 52 just outboard of the tear seam 16B thatforms at least a portion of the periphery of the air bag door 14B. Thisflange or frame 50 may further comprise the deployment chute thatdirects the air bag 60 from the canister 62 against the backside of theair bag door 14B. As shown in FIG. 3, the backside of the air bag door14B may also be reinforced with a reaction plate 54 that aids indirecting the force of deployment to the tear seam or area of reducedcross-section 16B. Optionally, a reaction plate may not be used. Theflange, frame or chute 50 may be of unitary construction or multiplesections, attached to the backside of the trim panel by any of a numberof methods well known to those skilled in the art, including but notlimited to, adhesive, mechanical or plastic welding techniques such as,ultrasonic, vibration, induction, hot plate, hot staking,electromagnetic, radiation, microwave, and radio frequency. Preferably,the frame or chute 50 is attached to the backside of the trim panel 12Bin an area just outboard of the tear seam 16B by vibration welding,wherein raised ribs 56 or protrusions formed in either the panel 12Bunderside or frame 50 topside are melted into the opposing surface. Forthe tether of the present invention, it has been found that performanceis enhanced if no attachment is made to the underside of the panel 12Bin the region of the tether 20B. This is shown in FIG. 4, where theraised welding ribs 56A between the frame 50 and panel 12B backside inFIG. 3, extend around much of the periphery (as defined by the area ofreduced cross-section or tear seam 16C) of the air bag door 14C justoutboard of the tear seam 16C, but do not extend across the area whichforms the underside of the tether 20B. Thus the door 14C and the tether20B can hinge open and move in a controlled fashion to displace the door14C from the panel 12C. Fracturing of the tear seam 16C that forms atleast a portion of the door periphery and formation of the tether 20B isdirected by the tear seam 16C and tear stops 26A. A stiffening frameconstruction which also forms the deployment chute for an air bag isdisclosed in U.S. application Ser. No. 10/286,251 entitled “ControlledTether Arrangement For An Airbag”, commonly assigned to the assignee ofthe present invention and included herein by reference.

In a second embodiment, particularly where a layer of skin or skin andfoam may cover the panel substrate which includes an integrally formedair bag door and one or more tethers, a stiffening frame may be appliedto the top surface of the panel substrate and is preferably mechanicallyattached through the panel substrate to an underlying deployment chutewhich directs the air bag as it inflates. It is again preferred that thestiffening frame does not connect to the deployment chute in the regionof the tethers to allow them to function as intended.

An instrument panel having a covering of skin and foam presents someadditional design opportunities. The skin layer may comprise a softplastic (polyurethane, vinyl, thermoplastic olefin and combinationsthereof), leather or even cloth or fabric as disclosed in U.S.application Ser. No. 10/373,332, entitled “Pre-weakening Of FabricCovered Air Bag Doors”, filed Feb. 24, 2003, U.S. ProvisionalApplication No. 60/497,359, entitled “Cloth Covered Instrument Panel”filed Aug. 21, 2003 and U.S. Provisional Application No. 60/486,851,entitled “Cast Cloth Texture Trim Cover”, filed Jul. 11, 2003, allincluded herein in their entirety by reference.

Further, the tear seam for the door may comprise lines of mechanicalweakness 16D, 74, and 76 formed in any or all of the panel substrate12D, foam 70 and skin 72 layers respectively (see FIG. 6). The line ofmechanical weakness that forms a tear seam 16D in the panel substratemay be a thinned area such as a groove either intermittent or continuousto outline the periphery of the air bag door and tethers and formed bylaser, knife, routing, forming in the surface of the panel substratewhen it is molded, or other means. With the addition of the skin 72 andfoam 70 layers to cover the panel substrate 12D, it is further possiblethat the weakened tear seam for the panel substrate comprise aperturessuch as through holes or slots that extend completely through the panel,as their presence will be hidden by the covering layers. These holes orslots may be formed by laser, knife, routing, die punching, forming whenthe panel substrate is molded or other means.

With holes formed completely through the panel substrate, it ispreferred to seal these holes prior to applying-the foam layer toprevent foam leakage on to the backside of the panel. These holes orslots may preferably be covered with tape (such as masking tape) or aplastic film which includes an adhesive layer for sealing.

It is further preferred that a series of holes or slots are used ratherthan one elongated continuous aperture for the tear seam separating theair bag door portion from the panel portion of the panel substrate sothat bridges are formed intermittently along the tear seam to act as“customer abuse” tabs. This ensures that the air bag door will not bepushed inwardly inadvertently by a vehicle occupant. FIG. 5 illustratesthese bridges or tabs 40.

FIG. 5 shows the top side of a panel substrate 12D before skin and foamlayers have been applied. The substrate includes an integrally formedair bag door 14D and integrally formed tethers 20C including a tear seamor line of mechanical weakness comprising a groove or series ofapertures 16D as described above. In this embodiment, a stiffening frame44 has been added to the top surface of the panel substrate 12D tofurther stiffen the area around the air bag door 14D. The frame 44 maycomprise metal, plastic or combinations thereof and is preferablyattached mechanically using fasteners 42 that extend through thesubstrate 12D and attach to a deployment chute 62 which is beneath thepanel substrate (see FIG. 6). The fasteners 42 for the stiffening frame44 are not connected through the panel substrate to the chute in theregions of the tethers 20C to allow the tether to function as intended.Additionally, the frame 44 may be attached to the top side of thesubstrate panel by any of a number of methods well known to thoseskilled in the art, including but not limited to, adhesive, mechanicalor plastic welding techniques such as, ultrasonic, vibration, induction,hot plate, hot staking, electromagnetic, radiation, microwave, and radiofrequency.

FIG. 6 shows a cross-sectional view of FIG. 5 taken along line 6—6 andincluding skin 72 and foam 70 layers with the stiffening frame 44 atleast partially embedded in the foam layer 70 which underlies the skinor outer layer 72. The frame 44 is connected through the substrate panel12D to the deployment chute 62 by fasteners 42. The fasteners preferablyare not placed in the tether regions 20C (see FIG. 6).

Thus the tether and tear stop constructions disclosed herein whencombined with a molded instrument panel and integrally formed air bagdoor of unitary construction, and attached to a stiffening frame exceptin the areas where the tethers are formed, provide a unique and reliablecontrol mechanism for an air bag door system, resulting in reducedassembly and improved manufacturing, as well as controlled deploymentperformance. Further, the invention is also useful in conjunction withother trim components of a vehicle where an air bag may be stored forprotecting occupants.

This description and drawings illustratively set forth the presentlypreferred invention embodiments. The description and drawings areintended to describe these embodiments and not to limit the scope of theinvention. Those skilled in the art will appreciate that still othermodifications and variations of the present invention are possible inlight of the above teaching while remaining within the scope of thefollowing claims. Therefore, within the scope of the claims, one maypractice the invention otherwise than as the description and drawingsspecifically show and describe.

1. In an air bag door formed as a unitary portion of a panel, said panelcomprising a molded plastic substrate with a top and bottom surface, atleast partially covered by a skin layer on a top surface, and includinga deployment chute attached to a bottom surface, the air bag doorportion having a perimeter at least partially defined by a tear seam,wherein the tear seam also forms one or more tether regions and tearstops for said air bag door portion, wherein the improvement comprises astiffening frame mounted to the top surface of said substrate, outboardof said air bag door perimeter, wherein the stiffening frame is attachedto the deployment chute, wherein said attachment of the stiffening frameand the deployment chute not being located in said one or more tetherregions.
 2. The air bag door of claim 1 wherein said tear seam comprisesa series of apertures.
 3. The air bag door of claim 1 wherein said tearseam comprising said series of apertures is at least partially coveredwith tape.
 4. The air bag door of claim 1 wherein said one or moretether regions and tear stops are formed to act as a hinge.
 5. The airbag door of claim 1 including a foam layer between said skin layer andsaid substrate.
 6. The air bag door of claim 1 wherein the one or moretethers regions are outlined by areas of reduced cross-section formed inthe shape of all or a portion of a “U” wherein the base of the “U” iswider than the open end of the “U”.
 7. The air bag door of claim 1wherein said stiffening frame is attached to said deployment chute byfasteners.
 8. The air bag door of claim 1 wherein said skin layercomprises cloth or fabric.
 9. The trim panel of claim 1, wherein saidstiffening frame comprises plastic.
 10. The trim panel of claim 1,wherein said stiffening frame comprises metal.
 11. An air bag doorconstruction for air bag deployment comprising a trim panel comprising amolded plastic substrate with a top and bottom surface at leastpartially covered by a skin layer on a top surface, including adeployment chute attached to a bottom surface, and having an integrallyformed air bag door of unitary construction, said air bag door having aperiphery defined by a series of apertures outlining at least a portionof the periphery, wherein said series of apertures form a tear seam forat least partial separation of said door from said panel upon air bagdeployment, and one or more tether regions outlined by said series ofapertures adjacent a portion of the periphery of said door, wherein animprovement comprises a stiffening frame mounted to the top surface ofsaid substrate, outboard of said air bag door periphery, wherein thestiffening frame is attached to the deployment chute, wherein saidattachment of the stiffening frame and the deployment chute not beinglocated in said one or more tether regions.
 12. The trim panel of claim11, wherein said stiffening frame comprises plastic.
 13. The trim panelof claim 11, wherein said stiffening frame comprises metal.
 14. The trimpanel of claim 11 including a layer of foam between said skin layer andsaid substrate.
 15. In an air bag door formed as a unitary portion of apanel, said panel comprising a molded plastic substrate with a top andbottom surface, the air bag door having a perimeter at least partiallydefined by a tear seam, wherein the tear seam also forms one or moretethers and tear stops for said air bag door, wherein the improvementcomprises a first stiffening frame attached to said panel bottomsurface, outboard of said air bag door perimeter, said attachment notbeing located across said one or more tethers, and further including asecond stiffening frame mounted to the top surface of said substrate,outboard of said air bag door perimeter, wherein said second stiffeningframe is attached to said first stiffening frame, wherein saidattachment of the first and second stiffening frames not being locatedin said one or more tether regions.